Non-model predictive control to model predictive control transitions

ABSTRACT

An engine control system for a vehicle may include a sequence determination module that generates a first set of possible MPC target values and a second set of possible MPC target values. A cost module determines a first cost for the first set of possible MPC target values and a second cost for the second set of possible MPC target values. A selection module that selects MPC target values from one of the first and second sets of possible MPC target values based on the first and second costs. A transition module that receives the MPC target values, compares the MPC target values with a plurality of previous control requests, and selects a set of target values ranging from the previous control requests to the MPC target values that control a plurality of engine functions.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is related to U.S. patent application Ser. No. ______ (HDP Ref. No. 8540P-001406) filed on ______, Ser. No. ______(HDP Ref. No. 8540P-001409) filed on ______, Ser. No. ______(HDP Ref. No. 8540P-001410) filed on ______, Ser. No. ______(HDP Ref. No. 8540P-001411) filed on ______, Ser. No. ______ (HDP Ref. No. 8540P-001412) filed on ______, Ser. No. ______(HDP Ref. No. 8540P-001413) filed on ______, Ser. No. ______(HDP Ref. No. 8540P-001417) filed on ______, Ser. No. ______(HDP Ref. No. 8540P-001426) filed on ______, Ser. No. ______ (HDP Ref. No. 8540P-001427) filed on ______, Ser. No. ______(HDP Ref. No. 8540P-001428) filed on ______, Ser. No. ______(HDP Ref. No. 8540P-001429) filed on ______, Ser. No. ______(HDP Ref. No. 8540P-001430) filed on ______, Ser. No. ______ (HDP Ref. No. 8540P-001431) filed on ______, and ______(HDP Ref. No. 8540P-001432) filed on ______. The entire disclosures of the above applications are incorporated herein by reference.

FIELD

The present disclosure relates to internal combustion engines and more particularly to engine control systems and methods for vehicles.

BACKGROUND

The background description provided here is for the purpose of generally presenting the context of the disclosure. Work of the presently named inventors, to the extent it is described in this background section, as well as aspects of the description that may not otherwise qualify as prior art at the time of filing, are neither expressly nor impliedly admitted as prior art against the present disclosure.

Internal combustion engines combust an air and fuel mixture within cylinders to drive pistons, which produces drive torque. Air flow into the engine is regulated via a throttle. More specifically, the throttle adjusts throttle area, which increases or decreases air flow into the engine. As the throttle area increases, the air flow into the engine increases. A fuel control system adjusts the rate that fuel is injected to provide a desired air/fuel mixture to the cylinders and/or to achieve a desired torque output. Increasing the amount of air and fuel provided to the cylinders increases the torque output of the engine.

In spark-ignition engines, spark initiates combustion of an air/fuel mixture provided to the cylinders. In compression-ignition engines, compression in the cylinders combusts the air/fuel mixture provided to the cylinders. Spark timing and air flow may be the primary mechanisms for adjusting the torque output of spark-ignition engines, while fuel flow may be the primary mechanism for adjusting the torque output of compression-ignition engines.

Engine control systems have been developed to control engine output torque to achieve a desired torque. Traditional engine control systems, however, do not control the engine output torque as accurately as desired. Further, traditional engine control systems do not provide a rapid response to control signals or coordinate engine torque control among various devices that affect the engine output torque.

SUMMARY

This section provides a general summary of the disclosure, and is not a comprehensive disclosure of its full scope or all of its features.

An engine control system for a vehicle may include a sequence determination module that generates a first set of possible MPC target values and a second set of possible MPC target values. A cost module determines a first cost for the first set of possible MPC target values and a second cost for the second set of possible MPC target values. A selection module that selects MPC target values from one of the first and second sets of possible MPC target values based on the first and second costs. A transition module that receives the MPC target values, compares the MPC target values with a plurality of previous control requests, and selects a set of target values ranging from the previous control requests to the MPC target values that control a plurality of engine functions.

An engine control method for a vehicle may include generating a first set of possible MPC target values and a second set of possible MPC target values; determining a first cost for the first set of possible MPC target values and a second cost for the second set of possible MPC target values; selecting MPC target values from one of the first and second sets of possible MPC target values based on the first and second costs; comparing the MPC target values with a plurality of previous control requests; and selecting a set of target values ranging from the previous control requests to the MPC target values that control a plurality of engine functions.

Further areas of applicability will become apparent from the description provided herein. The description and specific examples in this summary are intended for purposes of illustration only and are not intended to limit the scope of the present disclosure.

BRIEF DESCRIPTION OF THE DRAWINGS

The drawings described herein are for illustrative purposes only of selected embodiments and not all possible implementations, and are not intended to limit the scope of the present disclosure.

FIG. 1 is a functional block diagram of an example engine system according to the present disclosure;

FIG. 2 is a functional block diagram of an example engine control system according to the present disclosure;

FIG. 3 is a functional block diagram of an example air control module according to the present disclosure;

FIG. 4 is a functional block diagram of an example transition module according to the present disclosure; and

FIG. 5 is a flowchart depicting an example method of transitioning from non-model predictive control to model predictive control according to the present disclosure.

Corresponding reference numerals indicate corresponding parts throughout the several views of the drawings.

DETAILED DESCRIPTION

Example embodiments will now be described more fully with reference to the accompanying drawings.

An engine control module (ECM) controls torque output of an engine. More specifically, the ECM controls actuators of the engine based on target values, respectively, based on a requested amount of torque. For example, the ECM controls intake and exhaust camshaft phasing based on target intake and exhaust phaser angles, a throttle valve based on a target throttle opening, an exhaust gas recirculation (EGR) valve based on a target EGR opening, and a wastegate of a turbocharger based on a target wastegate duty cycle.

The ECM could determine the target values individually using multiple single input single output (SISO) controllers, such as proportional integral derivative (PID) controllers. However, when multiple SISO controllers are used, the target values may be set to maintain system stability at the expense of possible fuel consumption decreases. Additionally, calibration and design of the individual SISO controllers may be costly and time consuming.

The ECM of the present disclosure generates the target values using a model predictive control (MPC) module. More specifically, the MPC module identifies possible sets of target values based on an engine torque request. The MPC module determines predicted parameters for each of the possible sets based on the possible sets' target values and a mathematical model of the engine.

The MPC module may also determine a cost associated with use of each of the possible sets. The cost determined for a possible set increases as a magnitude of a first difference between the predicted engine output torque determined for that possible set and the engine torque request increases, and vice versa. In various implementations, instead of or in addition to identifying possible sets of target values and determining the cost of each of the sets, the MPC module may generate a surface representing the cost of possible sets of target values. The MPC module may then identify the possible set that has the lowest cost based on the slope of the cost surface.

For a complex system, such as the internal combustion engine, replacing all closed loop controls with MPC can be either impossible, impractical, or unnecessary. Therefore, different control methods may coexist in the ECM. With such multiple types of controllers in one system, the transition from one controller to the next, for example from MPC control to non-MPC control, becomes critical since any type of disturbances in the power flow (and subsequently driveability) or on engine state may cause the engine tune and/or engine/vehicle vibration modes to change.

Referring now to FIG. 1, a functional block diagram of an example engine system 100 is presented. The engine system 100 includes an engine 102 that combusts an air/fuel mixture to produce drive torque for a vehicle based on driver input from a driver input module 104. The engine 102 may be a gasoline spark ignition internal combustion engine.

Air is drawn into an intake manifold 110 through a throttle valve 112. For example only, the throttle valve 112 may include a butterfly valve having a rotatable blade. An engine control module (ECM) 114 controls a throttle actuator module 116, which regulates opening of the throttle valve 112 to control the amount of air drawn into the intake manifold 110.

Air from the intake manifold 110 is drawn into cylinders of the engine 102. While the engine 102 may include multiple cylinders, for illustration purposes a single representative cylinder 118 is shown. For example only, the engine 102 may include 2, 3, 4, 5, 6, 8, 10, and/or 12 cylinders. The ECM 114 may instruct a cylinder actuator module 120 to selectively deactivate some of the cylinders, which may improve fuel economy under certain engine operating conditions.

The engine 102 may operate using a four-stroke cycle. The four strokes, described below, may be referred to as an intake stroke, a compression stroke, a combustion stroke, and an exhaust stroke. During each revolution of a crankshaft (not shown), two of the four strokes occur within the cylinder 118. Therefore, two crankshaft revolutions are necessary for the cylinder 118 to experience all four of the strokes.

During the intake stroke, air from the intake manifold 110 is drawn into the cylinder 118 through an intake valve 122. The ECM 114 controls a fuel actuator module 124, which regulates fuel injection to achieve a target air/fuel ratio. Fuel may be injected into the intake manifold 110 at a central location or at multiple locations, such as near the intake valve 122 of each of the cylinders. In various implementations (not shown), fuel may be injected directly into the cylinders or into mixing chambers associated with the cylinders. The fuel actuator module 124 may halt injection of fuel to cylinders that are deactivated.

The injected fuel mixes with air and creates an air/fuel mixture in the cylinder 118. During the compression stroke, a piston (not shown) within the cylinder 118 compresses the air/fuel mixture. A spark actuator module 126 energizes a spark plug 128 in the cylinder 118 based on a signal from the ECM 114, which ignites the air/fuel mixture. The timing of the spark may be specified relative to the time when the piston is at its topmost position, referred to as top dead center (TDC).

The spark actuator module 126 may be controlled by a timing signal specifying how far before or after TDC to generate the spark. Because piston position is directly related to crankshaft rotation, operation of the spark actuator module 126 may be synchronized with crankshaft angle. Generating spark may be referred to as a firing event. The spark actuator module 126 may have the ability to vary the timing of the spark for each firing event. The spark actuator module 126 may vary the spark timing for a next firing event when the spark timing is changed between a last firing event and the next firing event. The spark actuator module 126 may halt provision of spark to deactivated cylinders.

During the combustion stroke, the combustion of the air/fuel mixture drives the piston away from TDC, thereby driving the crankshaft. The combustion stroke may be defined as the time between the piston reaching TDC and the time at which the piston reaches bottom dead center (BDC). During the exhaust stroke, the piston begins moving away from BDC and expels the byproducts of combustion through an exhaust valve 130. The byproducts of combustion are exhausted from the vehicle via an exhaust system 134.

The intake valve 122 may be controlled by an intake camshaft 140, while the exhaust valve 130 may be controlled by an exhaust camshaft 142. In various implementations, multiple intake camshafts (including the intake camshaft 140) may control multiple intake valves (including the intake valve 122) for the cylinder 118 and/or may control the intake valves (including the intake valve 122) of multiple banks of cylinders (including the cylinder 118). Similarly, multiple exhaust camshafts (including the exhaust camshaft 142) may control multiple exhaust valves for the cylinder 118 and/or may control exhaust valves (including the exhaust valve 130) for multiple banks of cylinders (including the cylinder 118). In various other implementations, the intake valve 122 and/or the exhaust valve 130 may be controlled by devices other than camshafts, such as camless valve actuators. The cylinder actuator module 120 may deactivate the cylinder 118 by disabling opening of the intake valve 122 and/or the exhaust valve 130.

The time when the intake valve 122 is opened may be varied with respect to piston TDC by an intake cam phaser 148. The time when the exhaust valve 130 is opened may be varied with respect to piston TDC by an exhaust cam phaser 150. A phaser actuator module 158 may control the intake cam phaser 148 and the exhaust cam phaser 150 based on signals from the ECM 114. When implemented, variable valve lift (not shown) may also be controlled by the phaser actuator module 158.

The engine system 100 may include a turbocharger that includes a hot turbine 160-1 that is powered by hot exhaust gases flowing through the exhaust system 134. The turbocharger also includes a cold air compressor 160-2 that is driven by the turbine 160-1. The compressor 160-2 compresses air leading into the throttle valve 112. In various implementations, a supercharger (not shown), driven by the crankshaft, may compress air from the throttle valve 112 and deliver the compressed air to the intake manifold 110.

A wastegate 162 may allow exhaust to bypass the turbine 160-1, thereby reducing the boost (the amount of intake air compression) provided by the turbocharger. A boost actuator module 164 may control the boost of the turbocharger by controlling opening of the wastegate 162. In various implementations, two or more turbochargers may be implemented and may be controlled by the boost actuator module 164.

An air cooler (not shown) may transfer heat from the compressed air charge to a cooling medium, such as engine coolant or air. An air cooler that cools the compressed air charge using engine coolant may be referred to as an intercooler. An air cooler that cools the compressed air charge using air may be referred to as a charge air cooler. The compressed air charge may receive heat, for example, via compression and/or from components of the exhaust system 134. Although shown separated for purposes of illustration, the turbine 160-1 and the compressor 160-2 may be attached to each other, placing intake air in close proximity to hot exhaust.

The engine system 100 may include an exhaust gas recirculation (EGR) valve 170, which selectively redirects exhaust gas back to the intake manifold 110. The EGR valve 170 may be located upstream of the turbocharger's turbine 160-1. The EGR valve 170 may be controlled by an EGR actuator module 172 based on signals from the ECM 114.

A position of the crankshaft may be measured using a crankshaft position sensor 180. A rotational speed of the crankshaft (an engine speed) may be determined based on the crankshaft position. A temperature of the engine coolant may be measured using an engine coolant temperature (ECT) sensor 182. The ECT sensor 182 may be located within the engine 102 or at other locations where the coolant is circulated, such as a radiator (not shown).

A pressure within the intake manifold 110 may be measured using a manifold absolute pressure (MAP) sensor 184. In various implementations, engine vacuum, which is the difference between ambient air pressure and the pressure within the intake manifold 110, may be measured. A mass flow rate of air flowing into the intake manifold 110 may be measured using a mass air flow (MAF) sensor 186. In various implementations, the MAF sensor 186 may be located in a housing that also includes the throttle valve 112.

The throttle actuator module 116 may monitor the position of the throttle valve 112 using one or more throttle position sensors (TPS) 190. An ambient temperature of air being drawn into the engine 102 may be measured using an intake air temperature (IAT) sensor 192. The engine system 100 may also include one or more other sensors 193, such as an ambient humidity sensor, one or more knock sensors, a compressor outlet pressure sensor and/or a throttle inlet pressure sensor, a wastegate position sensor, an EGR position sensor, and/or one or more other suitable sensors. The ECM 114 may use signals from the sensors to make control decisions for the engine system 100.

The ECM 114 may communicate with a transmission control module 194 to coordinate shifting gears in a transmission (not shown). For example, the ECM 114 may reduce engine torque during a gear shift. The ECM 114 may communicate with a hybrid control module 196 to coordinate operation of the engine 102 and an electric motor 198.

The electric motor 198 may also function as a generator, and may be used to produce electrical energy for use by vehicle electrical systems and/or for storage in a battery. In various implementations, various functions of the ECM 114, the transmission control module 194, and the hybrid control module 196 may be integrated into one or more modules.

Each system that varies an engine parameter may be referred to as an engine actuator. For example, the throttle actuator module 116 may adjust opening of the throttle valve 112 to achieve a target throttle opening area. The spark actuator module 126 controls the spark plugs to achieve a target spark timing relative to piston TDC. The fuel actuator module 124 controls the fuel injectors to achieve target fueling parameters. The phaser actuator module 158 may control the intake and exhaust cam phasers 148 and 150 to achieve target intake and exhaust cam phaser angles, respectively. The EGR actuator module 172 may control the EGR valve 170 to achieve a target EGR opening area. The boost actuator module 164 controls the wastegate 162 to achieve a target wastegate opening area. The cylinder actuator module 120 controls cylinder deactivation to achieve a target number of activated or deactivated cylinders.

The ECM 114 generates the target values for the engine actuators to cause the engine 102 to generate a target engine output torque. The ECM 114 generates the target values for the engine actuators using more than one control system, including MPC and non-MPC (for example only, proportional-integral-derivative (PID) control), as discussed further below. The ECM 114 further transitions the system from MPC to non-MPC, and vice versa.

Referring now to FIG. 2, a functional block diagram of an example engine control system is presented. An example implementation of the ECM 114 includes a driver torque module 202, an axle torque arbitration module 204, and a propulsion torque arbitration module 206. The ECM 114 may include a hybrid optimization module 208. The ECM 114 also includes a reserves/loads module 220, a torque requesting module 224, an air control module 228, a spark control module 232, a cylinder control module 236, and a fuel control module 240.

The driver torque module 202 may determine a driver torque request 254 based on a driver input 255 from the driver input module 104. The driver input 255 may be based on, for example, a position of an accelerator pedal and a position of a brake pedal. The driver input 255 may also be based on cruise control, which may be an adaptive cruise control system that varies vehicle speed to maintain a predetermined following distance. The driver torque module 202 may store one or more mappings of accelerator pedal position to target torque and may determine the driver torque request 254 based on a selected one of the mappings.

An axle torque arbitration module 204 arbitrates between the driver torque request 254 and other axle torque requests 256. Axle torque (torque at the wheels) may be produced by various sources including an engine and/or an electric motor. For example, the axle torque requests 256 may include a torque reduction requested by a traction control system when positive wheel slip is detected. Positive wheel slip occurs when axle torque overcomes friction between the wheels and the road surface, and the wheels begin to slip against the road surface. The axle torque requests 256 may also include a torque increase request to counteract negative wheel slip, where a tire of the vehicle slips in the other direction with respect to the road surface because the axle torque is negative.

The axle torque requests 256 may also include brake management requests and vehicle over-speed torque requests. Brake management requests may reduce axle torque to ensure that the axle torque does not exceed the ability of the brakes to hold the vehicle when the vehicle is stopped. Vehicle over-speed torque requests may reduce the axle torque to prevent the vehicle from exceeding a predetermined speed. The axle torque requests 256 may also be generated by vehicle stability control systems.

The axle torque arbitration module 204 outputs a predicted torque request 257 and an immediate torque request 258 based on the results of arbitrating between the received torque requests 254 and 256. As described below, the predicted and immediate torque requests 257 and 258 from the axle torque arbitration module 204 may selectively be adjusted by other modules of the ECM 114 before being used to control the engine actuators.

In general terms, the immediate torque request 258 may be an amount of currently desired axle torque, while the predicted torque request 257 may be an amount of axle torque that may be needed on short notice. The ECM 114 controls the engine system 100 to produce an axle torque equal to the immediate torque request 258. However, different combinations of target values may result in the same axle torque. The ECM 114 may therefore adjust the target values to enable a faster transition to the predicted torque request 257, while still maintaining the axle torque at the immediate torque request 258.

In various implementations, the predicted torque request 257 may be set based on the driver torque request 254. The immediate torque request 258 may be set to less than the predicted torque request 257 under some circumstances, such as when the driver torque request 254 is causing wheel slip on an icy surface. In such a case, a traction control system (not shown) may request a reduction via the immediate torque request 258, and the ECM 114 reduces the engine torque output to the immediate torque request 258. However, the ECM 114 performs the reduction so the engine system 100 can quickly resume producing the predicted torque request 257 once the wheel slip stops.

In general terms, the difference between the immediate torque request 258 and the (generally higher) predicted torque request 257 can be referred to as a torque reserve. The torque reserve may represent the amount of additional torque (above the immediate torque request 258) that the engine system 100 can begin to produce with minimal delay. Fast engine actuators are used to increase or decrease current axle torque with minimal delay. Fast engine actuators are defined in contrast with slow engine actuators.

In general terms, fast engine actuators can change the axle torque more quickly than slow engine actuators. Slow actuators may respond more slowly to changes in their respective target values than fast actuators do. For example, a slow actuator may include mechanical components that require time to move from one position to another in response to a change in target value. A slow actuator may also be characterized by the amount of time it takes for the axle torque to begin to change once the slow actuator begins to implement the changed target value. Generally, this amount of time will be longer for slow actuators than for fast actuators. In addition, even after beginning to change, the axle torque may take longer to fully respond to a change in a slow actuator.

For example only, the spark actuator module 126 may be a fast actuator. Spark-ignition engines may combust fuels including, for example, gasoline and ethanol, by applying a spark. By way of contrast, the throttle actuator module 116 may be a slow actuator.

For example, as described above, the spark actuator module 126 can vary the spark timing for a next firing event when the spark timing is changed between a last firing event and the next firing event. By way of contrast, changes in throttle opening take longer to affect engine output torque. The throttle actuator module 116 changes the throttle opening by adjusting the angle of the blade of the throttle valve 112. Therefore, when the target value for opening of the throttle valve 112 is changed, there is a mechanical delay as the throttle valve 112 moves from its previous position to a new position in response to the change. In addition, air flow changes based on the throttle opening are subject to air transport delays in the intake manifold 110. Further, increased air flow in the intake manifold 110 is not realized as an increase in engine output torque until the cylinder 118 receives additional air in the next intake stroke, compresses the additional air, and commences the combustion stroke.

Using these actuators as an example, a torque reserve can be created by setting the throttle opening to a value that would allow the engine 102 to produce the predicted torque request 257. Meanwhile, the spark timing can be set based on the immediate torque request 258, which is less than the predicted torque request 257. Although the throttle opening generates enough air flow for the engine 102 to produce the predicted torque request 257, the spark timing is retarded (which reduces torque) based on the immediate torque request 258. The engine output torque will therefore be equal to the immediate torque request 258.

When additional torque is needed, the spark timing can be set based on the predicted torque request 257 or a torque between the predicted and immediate torque requests 257 and 258. By the following firing event, the spark actuator module 126 may return the spark timing to an optimum value, which allows the engine 102 to produce the full engine output torque achievable with the air flow already present. The engine output torque may therefore be quickly increased to the predicted torque request 257 without experiencing delays from changing the throttle opening.

The axle torque arbitration module 204 may output the predicted torque request 257 and the immediate torque request 258 to a propulsion torque arbitration module 206. In various implementations, the axle torque arbitration module 204 may output the predicted and immediate torque requests 257 and 258 to the hybrid optimization module 208.

The hybrid optimization module 208 may determine how much torque should be produced by the engine 102 and how much torque should be produced by the electric motor 198. The hybrid optimization module 208 then outputs modified predicted and immediate torque requests 259 and 260, respectively, to the propulsion torque arbitration module 206. In various implementations, the hybrid optimization module 208 may be implemented in the hybrid control module 196.

The predicted and immediate torque requests received by the propulsion torque arbitration module 206 are converted from an axle torque domain (torque at the wheels) into a propulsion torque domain (torque at the crankshaft). This conversion may occur before, after, as part of, or in place of the hybrid optimization module 208.

The propulsion torque arbitration module 206 arbitrates between propulsion torque requests 290, including the converted predicted and immediate torque requests. The propulsion torque arbitration module 206 generates an arbitrated predicted torque request 261 and an arbitrated immediate torque request 262. The arbitrated torque requests 261 and 262 may be generated by selecting a winning request from among received torque requests. Alternatively or additionally, the arbitrated torque requests may be generated by modifying one of the received requests based on another one or more of the received torque requests.

For example, the propulsion torque requests 290 may include torque reductions for engine over-speed protection, torque increases for stall prevention, and torque reductions requested by the transmission control module 194 to accommodate gear shifts. The propulsion torque requests 290 may also result from clutch fuel cutoff, which reduces the engine output torque when the driver depresses the clutch pedal in a manual transmission vehicle to prevent a flare in engine speed.

The propulsion torque requests 290 may also include an engine shutoff request, which may be initiated when a critical fault is detected. For example only, critical faults may include detection of vehicle theft, a stuck starter motor, electronic throttle control problems, and unexpected torque increases. In various implementations, when an engine shutoff request is present, arbitration selects the engine shutoff request as the winning request. When the engine shutoff request is present, the propulsion torque arbitration module 206 may output zero as the arbitrated predicted and immediate torque requests 261 and 262.

In various implementations, an engine shutoff request may simply shut down the engine 102 separately from the arbitration process. The propulsion torque arbitration module 206 may still receive the engine shutoff request so that, for example, appropriate data can be fed back to other torque requestors. For example, all other torque requestors may be informed that they have lost arbitration.

The reserves/loads module 220 receives the arbitrated predicted and immediate torque requests 261 and 262. The reserves/loads module 220 may adjust the arbitrated predicted and immediate torque requests 261 and 262 to create a torque reserve and/or to compensate for one or more loads. The reserves/loads module 220 then outputs adjusted predicted and immediate torque requests 263 and 264 to the torque requesting module 224.

For example only, a catalyst light-off process or a cold start emissions reduction process may require retarded spark timing. The reserves/loads module 220 may therefore increase the adjusted predicted torque request 263 above the adjusted immediate torque request 264 to create retarded spark for the cold start emissions reduction process. In another example, the air/fuel ratio of the engine and/or the mass air flow may be directly varied, such as by diagnostic intrusive equivalence ratio testing and/or new engine purging. Before beginning these processes, a torque reserve may be created or increased to quickly offset decreases in engine output torque that result from leaning the air/fuel mixture during these processes.

The reserves/loads module 220 may also create or increase a torque reserve in anticipation of a future load, such as power steering pump operation or engagement of an air conditioning (NC) compressor clutch. The reserve for engagement of the NC compressor clutch may be created when the driver first requests air conditioning. The reserves/loads module 220 may increase the adjusted predicted torque request 263 while leaving the adjusted immediate torque request 264 unchanged to produce the torque reserve. Then, when the NC compressor clutch engages, the reserves/loads module 220 may increase the adjusted immediate torque request 264 by the estimated load of the NC compressor clutch.

The torque requesting module 224 receives the adjusted predicted and immediate torque requests 263 and 264. The torque requesting module 224 determines how the adjusted predicted and immediate torque requests 263 and 264 will be achieved. The torque requesting module 224 may be engine type specific. For example, the torque requesting module 224 may be implemented differently or use different control schemes for spark-ignition engines versus compression-ignition engines.

In various implementations, the torque requesting module 224 may define a boundary between modules that are common across all engine types and modules that are engine type specific. For example, engine types may include spark-ignition and compression-ignition. Modules prior to the torque requesting module 224, such as the propulsion torque arbitration module 206, may be common across engine types, while the torque requesting module 224 and subsequent modules may be engine type specific.

The torque requesting module 224 determines an air torque request 265 based on the adjusted predicted and immediate torque requests 263 and 264. The air torque request 265 may be a brake torque. Brake torque may refer to torque at the crankshaft under the current operating conditions.

Target values for airflow controlling engine actuators are determined based on the air torque request 265. More specifically, based on the air torque request 265, the air control module 228 determines a target wastegate opening area 266, a target throttle opening area 267, a target EGR opening area 268, a target intake cam phaser angle 269, and a target exhaust cam phaser angle 270. The air control module 228 determines the target wastegate opening area 266, the target throttle opening area 267, the target EGR opening area 268, the target intake cam phaser angle 269, and the target exhaust cam phaser angle 270 using model predictive control, as discussed further below.

The boost actuator module 164 controls the wastegate 162 to achieve the target wastegate opening area 266. For example, a first conversion module 272 may convert the target wastegate opening area 266 into a target duty cycle 274 to be applied to the wastegate 162, and the boost actuator module 164 may apply a signal to the wastegate 162 based on the target duty cycle 274. In various implementations, the first conversion module 272 may convert the target wastegate opening area 266 into a target wastegate position (not shown), and convert the target wastegate position into the target duty cycle 274.

The throttle actuator module 116 controls the throttle valve 112 to achieve the target throttle opening area 267. For example, a second conversion module 276 may convert the target throttle opening area 267 into a target duty cycle 278 to be applied to the throttle valve 112, and the throttle actuator module 116 may apply a signal to the throttle valve 112 based on the target duty cycle 278. In various implementations, the second conversion module 276 may convert the target throttle opening area 267 into a target throttle position (not shown), and convert the target throttle position into the target duty cycle 278.

The EGR actuator module 172 controls the EGR valve 170 to achieve the target EGR opening area 268. For example, a third conversion module 280 may convert the target EGR opening area 268 into a target duty cycle 282 to be applied to the EGR valve 170, and the EGR actuator module 172 may apply a signal to the EGR valve 170 based on the target duty cycle 282. In various implementations, the third conversion module 280 may convert the target EGR opening area 268 into a target EGR position (not shown), and convert the target EGR position into the target duty cycle 282.

The phaser actuator module 158 controls the intake cam phaser 148 to achieve the target intake cam phaser angle 269. The phaser actuator module 158 also controls the exhaust cam phaser 150 to achieve the target exhaust cam phaser angle 270. In various implementations, a fourth conversion module (not shown) may be included and may convert the target intake and exhaust cam phaser angles into target intake and exhaust duty cycles, respectively. The phaser actuator module 158 may apply the target intake and exhaust duty cycles to the intake and exhaust cam phasers 148 and 150, respectively. In various implementations, the air control module 228 may determine a target overlap factor and a target effective displacement, and the phaser actuator module 158 may control the intake and exhaust cam phasers 148 and 150 to achieve the target overlap factor and the target effective displacement.

The torque requesting module 224 may also generate a spark torque request 283, a cylinder shut-off torque request 284, and a fuel torque request 285 based on the predicted and immediate torque requests 263 and 264. The spark control module 232 may determine how much to retard the spark timing (which reduces engine output torque) from an optimum spark timing based on the spark torque request 283. For example only, a torque relationship may be inverted to solve for a target spark timing 286. For a given torque request (TReq), the target spark timing (ST) 286 may be determined based on:

ST=f−1(TReq, APC, I, E, AF, OT, #),   (1)

where APC is an APC, I is an intake valve phasing value, E is an exhaust valve phasing value, AF is an air/fuel ratio, OT is an oil temperature, and # is a number of activated cylinders. This relationship may be embodied as an equation and/or as a lookup table. The air/fuel ratio (AF) may be the actual air/fuel ratio, as reported by the fuel control module 240.

When the spark timing is set to the optimum spark timing, the resulting torque may be as close to a maximum best torque (MBT) as possible. MBT refers to the maximum engine output torque that is generated for a given air flow as spark timing is advanced, while using fuel having an octane rating greater than a predetermined octane rating and using stoichiometric fueling. The spark timing at which this maximum torque occurs is referred to as an MBT spark timing. The optimum spark timing may differ slightly from MBT spark timing because of, for example, fuel quality (such as when lower octane fuel is used) and environmental factors, such as ambient humidity and temperature. The engine output torque at the optimum spark timing may therefore be less than MBT. For example only, a table of optimum spark timings corresponding to different engine operating conditions may be determined during a calibration phase of vehicle design, and the optimum value is determined from the table based on current engine operating conditions.

The cylinder shut-off torque request 284 may be used by the cylinder control module 236 to determine a target number of cylinders to deactivate 287. In various implementations, a target number of cylinders to activate may be used. The cylinder actuator module 120 selectively activates and deactivates the valves of cylinders based on the target number 287.

The cylinder control module 236 may also instruct the fuel control module 240 to stop providing fuel for deactivated cylinders and may instruct the spark control module 232 to stop providing spark for deactivated cylinders. The spark control module 232 may stop providing spark to a cylinder once an fuel/air mixture that is already present in the cylinder has been combusted.

The fuel control module 240 may vary the amount of fuel provided to each cylinder based on the fuel torque request 285. More specifically, the fuel control module 240 may generate target fueling parameters 288 based on the fuel torque request 285. The target fueling parameters 288 may include, for example, target mass of fuel, target injection starting timing, and target number of fuel injections.

During normal operation, the fuel control module 240 may operate in an air lead mode in which the fuel control module 240 attempts to maintain a stoichiometric air/fuel ratio by controlling fueling based on air flow. For example, the fuel control module 240 may determine a target fuel mass that will yield stoichiometric combustion when combined with a present mass of air per cylinder (APC).

FIG. 3 is a functional block diagram of an example implementation of the air control module 228. Referring now to FIGS. 2 and 3, as discussed above, the air torque request 265 may be a brake torque. A torque conversion module 304 converts the air torque request 265 from brake torque into base torque. The torque request resulting from conversion into base torque will be referred to as a base air torque request 308.

Base torques may refer to torque at the crankshaft made during operation of the engine 102 on a dynamometer while the engine 102 is warm and no torque loads are imposed on the engine 102 by accessories, such as an alternator and the NC compressor. The torque conversion module 304 may convert the air torque request 265 into the base air torque request 308, for example, using a mapping or a function that relates brake torques to base torques. In various implementations, the torque conversion module 304 may convert the air torque request 265 into another suitable type of torque, such as an indicated torque. An indicated torque may refer to a torque at the crankshaft attributable to work produced via combustion within the cylinders.

An MPC module 312 generates MPC target values 316-320 using an MPC (Model Predictive Control) scheme. The MPC module 312 may be a single module or may comprise multiple modules. For example, the MPC module 312 may include a sequence determination module 322. The sequence determination module 322 determines possible sequences of the MPC target values 316-320 that could be used together during N future control loops. Each of the possible sequences identified by the sequence determination module 322 includes one sequence of N values for each of the MPC target values 316-320. In other words, each possible sequence includes a sequence of N values for the target wastegate opening area 316, a sequence of N values for the target throttle opening area 317, a sequence of N values for the target EGR opening area 318, a sequence of N values for the target intake cam phaser angle 319, and a sequence of N values for the target exhaust cam phaser angle 320. Each of the N values is for a corresponding one of the N future control loops. N is an integer greater than or equal to one.

A prediction module 324 determines predicted responses of the engine 102 to the possible sequences of the MPC target values 316-320, respectively, based on a (mathematical) model 326 of the engine 102, exogenous inputs 328, and feedback inputs 330. More specifically, based on a possible sequence of the MPC target values 316-320, the exogenous inputs 328, and the feedback inputs 330, using the model 326, the prediction module 324 generates a sequence of predicted torques of the engine 102 for the N control loops, a sequence of predicted APCs for the N control loops, a sequence of predicted amounts of external dilution for the N control loops, a sequence of predicted amounts of residual dilution for the N control loops, a sequence of predicted combustion phasing values for the N control loops, and a sequence of predicted combustion quality values for the N control loops. While an example of generating predicted torque, predicted APC, predicted external dilution, predicted residual dilution, predicted combustion phasing, and predicted combustion quality is described, the predicted parameters may include one or more other predicted engine operating parameters.

The model 326 may be, for example, a function or a mapping, calibrated based on characteristics of the engine 102. The model 326 may communicate with an engine state determination module 376. The engine state determination module 376 further communicates with a transition module 372. The engine state determination module 376 receives engine temperature data from the ECT sensor 182, intake air temperature data from the IAT sensor 192, engine run time data 380 from the engine control module 114, and other engine parameters 384 from the engine control module 114 and other sensors 193. The engine state determination module 376 also receives control requests (for example only, target wastegate 266, target throttle 267, target EGR 268, target intake 269, and target exhaust 270), discussed further below, from the transition module 372. The engine state determination module 376 includes a state estimator 378 that keeps track of the state of the engine. The state estimator 378 is implemented with a Kalman filter and uses control requests (for example only, wastegate, throttle, ICAM, ECAM, and EGR Valve area) to estimate with the model 326 a predicted state of the engine. The state estimator 378 uses measurements from the various sensors (for example, ECT sensor 182, IAT sensor 192, engine control module 114, and other engine parameters 384 and other sensors 193) to update the actual state of the engine within the state estimator 378. The Kalman filter blends between the predicted result from the control inputs and the measurements from the engine. The engine state determination module 376 communicates the determined engine state and the state of the state estimator 378 to the model 326 and the transition module 372.

Dilution may refer to an amount of exhaust from a prior combustion event trapped within a cylinder for a combustion event. External dilution may refer to exhaust provided for a combustion event via the EGR valve 170. Residual dilution (also referred to as internal dilution) may refer to exhaust that remains in a cylinder and/or exhaust that is pushed back into the cylinder following the exhaust stroke of a combustion cycle. Residual dilution may also be referred to as internal dilution.

Combustion phasing may refer to a crankshaft position where a predetermined amount of fuel injected is combusted within a cylinder relative to a predetermined crankshaft position for combustion of the predetermined amount of injected fuel. For example, combustion phasing may be expressed in terms of CA50 relative to a predetermined CA50. CA50 may refer to a crankshaft angle (CA) where 50 percent of a mass of injected fuel has been combusted within a cylinder. The predetermined CA50 may correspond to a CA50 where a maximum amount of work is produced from the fuel injected and may be approximately 8.5-approximately 10 degrees after TDC in various implementations. While combustion phasing will be discussed in terms of CA50 values, another suitable parameter indicative of combustion phasing may be used. Additionally, while combustion quality will be discussed as coefficient of variation (COV) of indicated mean effective pressure (IMEP) values, another suitable parameter indicative of combustion quality may be used.

The exogenous inputs 328 may include parameters that are not directly affected by the throttle valve 112, the EGR valve 170, the turbocharger, the intake cam phaser 148, and the exhaust cam phaser 150. For example, the exogenous inputs 328 may include engine speed, turbocharger inlet air pressure (IAT), and/or one or more other parameters. The feedback inputs 330 may include, for example, an estimated torque output of the engine 102, an exhaust pressure downstream of the turbine 160-1 of the turbocharger, the IAT, an APC of the engine 102, an estimated residual dilution, an estimated external dilution, and/or one or more other suitable parameters. The feedback inputs 330 may be measured using sensors (e.g., the IAT) and/or estimated based on one or more other parameters.

For example, the prediction module 324 may generate the predicted parameters for a given sequence of possible target values based on the relationships:

x(k+1)=Ax(k)+Bu(k); and

y(k)=Cx(k),

where k is a current control loop, x(k+1) is a vector with entries indicative of states of the engine 102 for a next control loop k+1, A is a matrix including constant values calibrated based on characteristics of the engine 102, x(k) is a vector with entries indicative of states of the engine 102 for the current control loop, B is a matrix including constant values calibrated based on characteristics of the engine 102, u(k) is a vector of including entries for the possible target values for the current control loop, y(k) is a vector including the predicted parameters for the current control loop, and C is a matrix including constant values calibrated based on characteristics of the engine 102. The vector x(k+1) determined during the current control loop will be used as the vector x(k) during the next control loop. The relationships could therefore also be written as:

x(k)=Ax(k−1)+Bu(k−1); and

y(k)=Cx(k),

where k is a current control loop, x(k−1) is a vector with entries indicative of states of the engine 102 for a last control loop, A is a matrix including constant values calibrated based on characteristics of the engine 102, x(k) is a vector with entries indicative of states of the engine 102 for the current control loop, B is a matrix including constant values calibrated based on characteristics of the engine 102, u(k−1) is a vector of including entries for the possible target values for the last control loop.

How the components of the above relationships can be re-written for the example of the predicted parameters including predicted torque predicted APC, predicted external dilution, predicted residual dilution, predicted combustion phasing, and predicted combustion quality will now be described. The vector x(k+1) can be re-written as:

${{x\left( {k + 1} \right)} = \begin{bmatrix} {x\; 1\left( {k + 1} \right)} \\ {x\; 2\left( {k + 1} \right)} \\ {x\; 3\left( {k + 1} \right)} \\ {x\; 4\left( {k + 1} \right)} \\ {x\; 5\left( {k + 1} \right)} \\ {x\; 6\left( {k + 1} \right)} \end{bmatrix}},$

where x1(k+1) is a first state parameter of the engine 102 for the next control loop, x2(k+1) is a second state parameter of the engine 102 for the next control loop, x3(k+1) is a third state parameter of the engine 102 for the next control loop, x4(k+1) is a fourth state parameter of the engine 102 for the next control loop, x5(k+1) is a fifth state parameter of the engine 102 for the next control loop, and x6(k+1) is a sixth state parameter of the engine 102 for the next control loop.

The matrix A can be re-written as:

$A = \begin{bmatrix} {a\; 11} & {a\; 12} & {a\; 13} & {a\; 14} & {a\; 15} & {a\; 16} \\ {a\; 21} & {a\; 22} & {a\; 23} & {a\; 24} & {a\; 25} & {a\; 26} \\ {a\; 31} & {a\; 32} & {a\; 33} & {a\; 34} & {a\; 35} & {a\; 36} \\ {a\; 41} & {a\; 42} & {a\; 43} & {a\; 44} & {a\; 45} & {a\; 46} \\ {a\; 51} & {a\; 52} & {a\; 53} & {a\; 54} & {a\; 55} & {a\; 56} \\ {a\; 61} & {a\; 62} & {a\; 63} & {a\; 64} & {a\; 65} & {a\; 66} \end{bmatrix}$

where a11-a66 are constant values calibrated based on characteristics of the engine 102.

The vector x(k) can be re-written as:

${{x(k)} = \begin{bmatrix} {x\; 1(k)} \\ {x\; 2(k)} \\ {x\; 3(k)} \\ {x\; 4(k)} \\ {x\; 5(k)} \\ {x\; 6(k)} \end{bmatrix}},$

where x1(k) is the first state parameter of the engine 102 for the current control loop, x2(k) is the second state parameter of the engine 102 for the current control loop, x3(k) is the third state parameter of the engine 102 for current control loop, x4(k) is the fourth state parameter of the engine 102 for the current control loop, x5(k) is the fifth state parameter of the engine 102 for the current control loop, and x6(k) is the sixth state parameter of the engine 102 for the current control loop. The entries of the vector x(k) are the entries of the vector x(k+1) calculated during the previous control loop. The entries of the vector x(k+1) calculated during the current control loop are used during the next control loop as the entries of vector x(k).

The matrix B can be re-written as:

$B = \begin{bmatrix} {b\; 11} & {b\; 12} & {b\; 13} & {b\; 14} & {b\; 15} \\ {b\; 21} & {b\; 22} & {b\; 23} & {b\; 24} & {b\; 25} \\ {b\; 31} & {b\; 32} & {b\; 33} & {b\; 34} & {b\; 35} \\ {b\; 41} & {b\; 42} & {b\; 43} & {b\; 44} & {b\; 45} \\ {b\; 51} & {b\; 52} & {b\; 53} & {b\; 54} & {b\; 55} \\ {b\; 61} & {b\; 62} & {b\; 63} & {b\; 64} & {b\; 65} \end{bmatrix}$

where b11-b65 are constant values calibrated based on characteristics of the engine 102.

The vector u(k) can be re-written as:

${{u(k)} = \begin{bmatrix} {PTT} \\ {PTWG} \\ {PTEGR} \\ {PTICP} \\ {PTECP} \end{bmatrix}},$

where PTT is a possible target throttle opening of a possible sequence for the current control loop, PTWG is a possible target wastegate opening of the possible sequence for the current control loop, PTEGR is a possible target EGR opening of the possible sequence for the current control loop, PTICP is a possible target intake cam phasing value of the possible sequence for the current control loop, and PTECP is a possible target exhaust cam phasing value of the possible sequence for the current control loop.

The vector y(k) can be re-written as:

${{y(k)} = \begin{bmatrix} {PT} \\ {PAPC} \\ {PED} \\ {PRD} \\ {PCP} \\ {PCQ} \end{bmatrix}},$

where PT is a predicted torque of the engine 102 for the current control loop, PAPC is a predicted APC of the engine 102 for the current control loop, PED is a predicted amount of external dilution for the current control loop, PRD is a predicted amount of residual dilution for the current control loop, PCP is a predicted combustion phasing for the current control loop, and PCQ is a predicted combustion quality for the current control loop.

The matrix C can be re-written as:

$C = \begin{bmatrix} {c\; 11} & {c\; 12} & {c\; 13} & {c\; 14} & {c\; 15} & {c\; 16} \\ {c\; 21} & {c\; 22} & {c\; 23} & {c\; 24} & {c\; 25} & {c\; 26} \\ {c\; 31} & {c\; 32} & {c\; 33} & {c\; 34} & {c\; 35} & {c\; 36} \\ {c\; 41} & {c\; 42} & {c\; 43} & {c\; 44} & {c\; 45} & {c\; 46} \\ {c\; 51} & {c\; 52} & {c\; 53} & {c\; 54} & {c\; 55} & {c\; 56} \\ {c\; 61} & {c\; 62} & {c\; 63} & {c\; 64} & {c\; 65} & {c\; 66} \end{bmatrix}$

where c11-c66 are constant values calibrated based on characteristics of the engine 102.

The model 326 includes several different sets of the A, B, and C matrices for different operating conditions. The prediction module 324 selects which set of the A, B, and C matrices to use based on the engine speed, engine load, and/or one or more other parameters.

For the example of the predicted parameters including predicted torque predicted APC, predicted external dilution, predicted residual dilution, predicted combustion phasing, and predicted combustion quality, the above relationships can therefore be re-written as:

$\begin{bmatrix} {x\; 1\left( {k + 1} \right)} \\ {x\; 2\left( {k + 1} \right)} \\ {x\; 3\left( {k + 1} \right)} \\ {x\; 4\left( {k + 1} \right)} \\ {x\; 5\left( {k + 1} \right)} \\ {x\; 6\left( {k + 1} \right)} \end{bmatrix} = {\begin{bmatrix} {a\; 11} & {a\; 12} & {a\; 13} & {a\; 14} & {a\; 15} & {a\; 16} \\ {a\; 21} & {a\; 22} & {a\; 23} & {a\; 24} & {a\; 25} & {a\; 26} \\ {a\; 31} & {a\; 32} & {a\; 33} & {a\; 34} & {a\; 35} & {a\; 36} \\ {a\; 41} & {a\; 42} & {a\; 43} & {a\; 44} & {a\; 45} & {a\; 46} \\ {a\; 51} & {a\; 52} & {a\; 53} & {a\; 54} & {a\; 55} & {a\; 56} \\ {a\; 61} & {a\; 62} & {a\; 63} & {a\; 64} & {a\; 65} & {a\; 66} \end{bmatrix}{\quad {\quad{\begin{bmatrix} {x\; 1(k)} \\ {x\; 2(k)} \\ {x\; 3(k)} \\ {x\; 4(k)} \\ {x\; 5(k)} \\ {x\; 6(k)} \end{bmatrix} + {\quad{{\begin{bmatrix} {b\; 11} & {b\; 12} & {b\; 13} & {b\; 14} & {b\; 15} \\ {b\; 21} & {b\; 22} & {b\; 23} & {b\; 24} & {b\; 25} \\ {b\; 31} & {b\; 32} & {b\; 33} & {b\; 34} & {b\; 35} \\ {b\; 41} & {b\; 42} & {b\; 43} & {b\; 44} & {b\; 45} \\ {b\; 51} & {b\; 52} & {b\; 53} & {b\; 54} & {b\; 55} \\ {b\; 61} & {b\; 62} & {b\; 63} & {b\; 64} & {b\; 65} \end{bmatrix}\begin{bmatrix} {PTT} \\ {PTWG} \\ {PTEGR} \\ {PTICP} \\ {PTECP} \end{bmatrix}};\mspace{20mu} {{{and}\begin{bmatrix} {PT} \\ {PAPC} \\ {PED} \\ {PRD} \\ {PCP} \\ {PCC} \end{bmatrix}} = {{\begin{bmatrix} {c\; 11} & {c\; 12} & {c\; 13} & {c\; 14} & {c\; 15} & {c\; 16} \\ {c\; 21} & {c\; 22} & {c\; 23} & {c\; 24} & {c\; 25} & {c\; 26} \\ {c\; 31} & {c\; 32} & {c\; 33} & {c\; 34} & {c\; 35} & {c\; 36} \\ {c\; 41} & {c\; 42} & {c\; 43} & {c\; 44} & {c\; 45} & {c\; 46} \\ {c\; 51} & {c\; 52} & {c\; 53} & {c\; 54} & {c\; 55} & {c\; 56} \\ {c\; 61} & {c\; 62} & {c\; 63} & {c\; 64} & {c\; 65} & {c\; 66} \end{bmatrix}\begin{bmatrix} {x\; 1(k)} \\ {x\; 2(k)} \\ {x\; 3(k)} \\ {x\; 4(k)} \\ {x\; 5(k)} \\ {x\; 6(k)} \end{bmatrix}}.}}}}}}}}$

The prediction module 324 may also adjust one or more of the predicted parameters based on differences between the predicted parameters and measured or estimated values of those parameters, respectively. For example, the prediction module 324 may include one or more integrators, such as one integrator for each of the predicted parameters. An integrator may determine an integrator value based on differences between a predicted parameter and a measured or estimated value of that parameter over a period of time.

For example, an integrator may determine a torque integrator value based on differences between the predicted torque and measured or estimated values of engine torque. Another integrator may determine an APC integrator value based on differences between the predicted APC and measured or estimated values of APC. The prediction module 324 may adjust the predicted parameters based on the associated integrator values before the predicted parameters are used in the cost determination. For example, the prediction module 324 may adjust the predicted torque based on the torque integrator value, adjust the predicted APC based on the APC integrator value, etc.

A cost module 332 determines a cost value for each of the possible sequences of the MPC target values 316-320 based on the predicted parameters determined for a possible sequence and output reference values 356. As discussed below, the MPC module 312 may control the engine actuators based on the one of the possible sequences of the MPC target values 316-320 having the lowest cost. An example cost determination is discussed further below.

A selection module 344 selects one of the possible sequences of the MPC target values 316-320 based on the costs of the possible sequences, respectively. For example, the selection module 344 may select the one of the possible sequences having the lowest cost while satisfying actuator constraints 348 and output constraints 352. In various implementations, the mathematical model of the engine may select the one of the possible sequences having the lowest cost while satisfying the actuator constraints 348 and the output constraints 352.

In various implementations, satisfaction of the actuator constraints 348 and the output constraints may be considered in the cost determination. In other words, the cost module 332 may determine the cost values further based on the actuator constraints 348 and the output constraints 352. As discussed further below, based on how the cost values are determined, the selection module 344 will select the one of the possible sequences that best achieves the base air torque request 308 while minimizing the APC, subject to the actuator constraints 348 and the output constraints 352.

The selection module 344 may set the MPC target values 316-320 to the first ones of the N values of the selected possible sequence, respectively. In other words, the selection module 344 may set the MPC target wastegate opening area 316 to the first one of the N values in the sequence of N values for the MPC target wastegate opening area 316, set the MPC target throttle opening area 317 to the first one of the N values in the sequence of N values for the MPC target throttle opening area 317, set the MPC target EGR opening area 318 to the first one of the N values in the sequence of N values for the MPC target EGR opening area 318, set the MPC target intake cam phaser angle 319 to the first one of the N values in the sequence of N values for the MPC target intake cam phaser angle 319, and set the MPC target exhaust cam phaser angle 320 to the first one of the N values in the sequence of N values for the MPC target exhaust cam phaser angle 320.

During a next control loop, the MPC module 312 identifies possible sequences, generates the predicted parameters for the possible sequences, determines the cost of each of the possible sequences, selects one of the possible sequences, and sets the MPC target values 316-320 to the first set of the MPC target values 316-320 in the selected possible sequence. This process continues for each control loop.

An actuator constraint module 360 (see FIG. 2) sets one of the actuator constraints 348 for each of the MPC target values 316-320. In other words, the actuator constraint module 360 sets an actuator constraint for the throttle valve 112, an actuator constraint for the EGR valve 170, an actuator constraint for the wastegate 162, an actuator constraint for the intake cam phaser 148, and an actuator constraint for the exhaust cam phaser 150.

The actuator constraints 348 for each one of the MPC target values 316-320 may include a maximum value for an associated target value and a minimum value for that target value. The actuator constraint module 360 may generally set the actuator constraints 348 to predetermined operational ranges for the associated actuators. More specifically, the actuator constraint module 360 may generally set the actuator constraints 348 to predetermined operational ranges for the throttle valve 112, the EGR valve 170, the wastegate 162, the intake cam phaser 148, and the exhaust cam phaser 150, respectively.

However, the actuator constraint module 360 may selectively adjust one or more of the actuator constraints 348 under some circumstances. For example, the actuator constraint module 360 may adjust the actuator constraints for a given actuator to narrow the operational range for that engine actuator when a fault is diagnosed in that engine actuator. For another example only, the actuator constraint module 360 may adjust the actuator constraints such that the target value for a given actuator follows a predetermined schedule over time or changes by a predetermined amount, for example, for a fault diagnostic, such as a cam phaser fault diagnostic, a throttle diagnostic, an EGR diagnostic, etc. For a target value to follow a predetermined schedule over time or to change by a predetermined amount, the actuator constraint module 360 may set the minimum and maximum values to the same value. The minimum and maximum values being set to the same value may force the corresponding target value to be set to the same value as the minimum and maximum values. The actuator constraint module 360 may vary the same value to which the minimum and maximum values are set over time to cause the target value to follow a predetermined schedule.

An output constraint module 364 (see FIG. 2) sets the output constraints 352 for the predicted torque output of the engine 102, the predicted CA50, the predicted COV of IMEP, the predicted residual dilution, and the predicted external dilution. The output constraints 352 for each one of the predicted values may include a maximum value for an associated predicted parameter and a minimum value for that predicted parameter. For example, the output constraints 352 may include a minimum torque, a maximum torque, a minimum CA50 and a maximum CA50, a minimum COV of IMEP and a maximum COV of IMEP, a minimum residual dilution and a maximum residual dilution, and a minimum external dilution and a maximum external dilution.

The output constraint module 364 may generally set the output constraints 352 to predetermined ranges for the associated predicted parameters, respectively. However, the output constraint module 364 may vary one or more of the output constraints 352 under some circumstances. For example, the output constraint module 364 may retard the maximum CA50, such as when knock occurs within the engine 102. For another example, the output constraint module 364 may increase the maximum COV of IMEP under low load conditions, such as during engine idling where the a higher COV of IMEP may be needed to achieve a given torque request.

A reference module 368 (see FIG. 2) generates the reference values 356 for the MPC target values 316-320, respectively. The reference values 356 include a reference for each of the MPC target values 316-320. In other words, the reference values 356 include a reference wastegate opening area, a reference throttle opening area, a reference EGR opening area, a reference intake cam phaser angle, and a reference exhaust cam phaser angle.

The reference module 368 may determine the reference values 356, for example, based on the air torque request 265, the base air torque request 308, and/or one or more other suitable parameters. The reference values 356 provide references for setting the MPC target values 316-320, respectively. The reference values 356 may be used to determine the cost values for possible sequences. The reference values 356 may also be used for one or more other reasons, such as by the sequence determination module 322 to determine possible sequences.

Instead of or in addition to generating sequences of possible target values and determining the cost of each of the sequences, the MPC module 312 may identify a sequence of possible target values having the lowest cost using convex optimization techniques. For example, the MPC module 312 may determine the MPC target values 316-320 using a quadratic programming (QP) solver, such as a Dantzig QP solver. In another example, the MPC module 312 may generate a surface of cost values for the possible sequences of the MPC target values 316-320 and, based on the slope of the cost surface, identify a set of possible target values having the lowest cost. The MPC module 312 may then test that set of possible target values to determine whether that set of possible target values will satisfy the actuator constraints 348 and the output constraints 352. If so, the MPC module 312 may set the MPC target values 316-320 to the first ones of the N values of that selected possible sequence, respectively, as discussed above.

If the actuator constraints 348 and/or the output constraints 352 are not satisfied, the MPC module 312 selects another sequence of possible target values with a next lowest cost and tests that sequence of possible target values for satisfaction of the actuator constraints 348 and the output constraints 352. The process of selecting a sequence and testing the sequence for satisfaction of the actuator constraints 348 and the output constraints 352 may be referred to as an iteration. Multiple iterations may be performed during each control loop.

The MPC module 312 performs iterations until a sequence with the lowest cost that satisfies the actuator constraints 348 and the output constraints 352 is identified. In this manner, the MPC module 312 selects the sequence of possible target values having the lowest cost while satisfying the actuator constraints 348 and the output constraints 352. If a sequence cannot be identified, the MPC module 312 may indicate that no solution is available.

The cost module 332 may determine the cost for the possible sequences of the MPC target values 316-320 based on relationships between: the predicted torque and the base air torque request 308; the predicted APC and zero; the possible target values and the respective actuator constraints 348; the other predicted parameters and the respective output constraints 352; and the possible target values and the respective reference values 356. The relationships may be weighted, for example, to control the effect that each of the relationships has on the cost.

For example only, the cost module 332 may determine the cost for a possible sequence of the target values 266-270 based on the following relationship:

Cost=Θ_(i=1) ^(N)ρε² +∥wT*(TP _(i) −BATR)∥² +∥wA*(APCP _(i)−MinAPC)∥² +∥wTV*(PTTOi−TORef)∥² +∥wWG*(PTWGOi−EGORef)∥² +∥wEGR*(PTEGROi−EGRORef)∥² +∥wIP*(PTICPi−ICPRef)∥² +∥wEP*(PTECPi−ECPRef)∥²,

subject to the actuator constraints 348 and the output constraints 352. Cost is the cost for the possible sequence of the MPC target values 316-320, TPi is the predicted torque of the engine 102 for an i-th one of the N control loops, BTRi is the base torque request 308 for the i-th one of the N control loops, and wT is a weighting value associated with the relationship between the predicted torque and the base torque request 308. APCPi is a predicted APC for the i-th one of the N control loops, MinAPC is the predetermined minimum APC, and wA is a weighting value associated with the relationship between the predicted APC and the predetermined minimum APC.

PTTOi is a possible target throttle opening for the i-th one of the N control loops, TORef is the reference throttle opening, and wTV is a weighting value associated with the relationship between the possible target throttle openings and the reference throttle opening. PTWGOi is a possible target wastegate opening for the i-th one of the N control loops, WGORef is the reference wastegate opening, and wWG is a weighting value associated with the relationship between the possible target wastegate openings and the reference wastegate opening.

PTEGROi is a possible target EGR opening for the i-th one of the N control loops, EGRRef is the reference EGR opening, and wEGR is a weighting value associated with the relationship between the possible target EGR openings and the reference EGR opening. PTICi is a possible target intake cam phaser angle for the i-th one of the N control loops, ICPRef is the reference intake cam phaser angle, and wIP is a weighting value associated with the relationship between the possible target intake cam phaser angle and the reference intake cam phaser angle. PTECi is a possible target exhaust cam phaser angle for the i-th one of the N control loops, ECPRef is the reference exhaust cam phaser angle, and wEP is a weighting value associated with the relationship between the possible target exhaust cam phaser angle and the reference exhaust cam phaser angles.

ρ is a weighting value associated with satisfaction of the output constraints 352. ε is a variable that the cost module 332 may set based on whether the output constraints 352 will be satisfied. For example, the cost module 332 may increase ε when a predicted parameter is greater than or less than the corresponding minimum or maximum value (e.g., by at least a predetermined amount). The cost module 332 may set ε to zero when all of the output constraints 352 are satisfied. ρ may be greater than the weighting value wT, the weighting value wA, and the other weighting values (wTV, wWG, wEGR, wIP, wEP) such that the cost determined for a possible sequence will be large if one or more of the output constraints 352 are not satisfied. This may help prevent selection of a possible sequence where one or more of the output constraints 352 are not satisfied.

The weighting value wT may be greater than the weighting value wA and the weighting values wTV, wWG, wEGR, wIP, and wEP. In this manner, the relationship between the predicted engine torque and the base torque request 308 have a larger effect on the cost and, therefore, the selection of one of the possible sequences as discussed further below. The cost increases as the difference between the predicted engine torque and the base torque request 308 increases and vice versa.

The weighting value WA may be less than the weighting value wT and greater than the weighting values wTV, wWG, wEGR, wIP, and wEP. In this manner, the relationship between the predicted APC and zero has a large effect on the cost, but less than the relationship between the predicted engine torque and the base air torque request 308. The cost increases as the difference between the predicted APC and the predetermined minimum APC increases and vice versa. For example only, the predetermined minimum APC may be zero or another suitable value.

Determining the cost based on the difference between the predicted APC and the predetermined minimum APC helps ensure that the APC will be minimized. Decreasing APC decreases fuel consumption as fueling is controlled based on the actual APC to achieve a target air/fuel mixture. As the selection module 344 may select the one of the possible sequences having the lowest cost, the selection module 344 may select the one of the possible sequences that best achieves the base air torque request 308 while minimizing the APC. While the example of minimizing APC is discussed, in various implementations, an efficiency parameter may be predicted and maximized. For example, the efficiency parameter may be predicted torque divided by predicted APC.

The weighting values wTV, wWG, wEGR, wIP, and wEP may be less than all of the other weighting values. In this manner, during steady-state operation, the MPC target values 316-320 may settle near or at the reference values 356, respectively. During transient operation, however, the MPC module 312 may adjust the MPC target values 316-320 away from the reference values 356 in order to achieve the base air torque request 308, while minimizing the APC and satisfying the actuator constraints 348 and the output constraints 352.

Once the MPC target values 316-320 are determined, a transition module 372 receives the MPC target values 316-320 from the selection module 344 and uses the MPC target values 316-320 in determining target values 266-270, as will be discussed in further detail relating to FIG. 4.

Referring now to FIG. 4, a functional block diagram of an example implementation of the transition module 372 is illustrated. The transition module 372 translates the MPC target values 316-320 to target values 266-270 when the control module (for example only, the air control module 228) is transitioning from non-MPC control to MPC control. If the control module 228 is functioning in either non-MPC control or MPC control and is not in a state of transition, the MPC target values 316-320 (or any input values) will equal the output target values 266-270.

Non-MPC control to MPC control transitions generally occur during engine startup or when switching between MPC control for different control modules. To transition between non-MPC and MPC control, the transition module 372 alters the MPC target values 316-320 to ramp between a nominal point and the respective MPC target value 316-320 to avoid noticeable disturbance in the system. The ramp value and/or speed may be a calibratable value to adjust for user preference.

A ramp determination module 388 receives the engine state and the state of the state estimator 378 from the engine state determination module 376, the MPC target values 316-320 from the selection module 344, and a plurality of Non-MPC target parameters 390. The plurality of Non-MPC target parameters 390 may be communicated from Non-MPC controlled systems and may include, but are not limited to, a target wastegate opening area, a target throttle opening area, a target EGR opening area, a target intake cam phaser angle, and a target exhaust cam phaser angle.

The ramp determination module 388 evaluates the engine state and the state of the state estimator 378 and determines whether to set the target values 266-270 equal to the MPC target values 316-320, whether to set the target values 266-270 equal to the Non-MPG target parameters 390, or whether to apply a ramp value to either the MPC target values 316-320 or the Non-MPC target parameters 390. If the state estimator 378 is in a cold start condition, the ramp determination module 388 sets MPC previous requests to zero. If the state estimator 378 is in a warm start condition, the ramp determination module 388 maintains the Non-MPC target parameters 390. The state estimator 378 is in the cold start condition when the engine state determination module 376 becomes active within a period of time that is less than a predetermined, calibratable amount of time (for example only, one second) before the Non-MPC to MPC transition. The state estimator 378 is in the warm start condition when the engine state determination module 376 becomes active within a period of time that is greater than or equal to the predetermined, calibratable amount of time before the Non-MPC to MPC transition.

During the cold start condition, the model 326 communicates nominal values to the Module Predictive Control Module 213 for generating the MPC target parameters 316-320. The model 326 is split into piecewise linear models based on zones. For example only, a model A may cover 1500 rpm to 2000 rpm on the x-axis and 100 Nm to 150 Nm on the y-axis. The model A is generated from data that was centered at a predetermined point (for example only, 1750 rpm and 125 Nm). Historical data taken at the predetermined point generates nominal values for the model A. For example, the nominal wastegate position may be 200 mm̂2, the nominal throttle may be 300 m̂2, the nominal EGR may be 0 mm̂2, the nominal ICAM may be 100 degrees IMOP, and the nominal ECAM may be −100 degrees EMOP.

The ramp determination module 388 maintains previous Non-MPC target parameters 390 as nominal points. The Non-MPC target parameters 390 are the Non-MPC target parameters 390 from the last operating point before the vehicle was shut down. For example only, if the previous Non-MPC target parameters 390 from the last operating point indicated that target engine speed was 1900 RPM, target wastegate was 150, target throttle was 250, target EGR was 10, target ICAM was 105, and target ECAM was −95, the ramp determination module 388 maintains the previous Non-MPC target parameters 390 as the nominal points. The ramp determination module 388 communicates the Non-MPC target parameters 390 to a target value determination module 392.

As the selection module 344 generates MPC target values 316-320, the MPC target values 316-320 are received by the ramp determination module 388. The ramp determination module 388 compares the MPC target values 316-320 with the Non-MPC target parameters 390and determines a ramp value to apply to the Non-MPC target parameters 390. The ramp may be a calibratable value to prevent disturbance in the system. For example only, the ramp may be 10% per loop until the target values 266-270 equal the MPC target values 316-320.

While the state estimator 378 is in the cold start condition, the ramp determination module 388 sets the first communicated ramp equal to zero. A zero ramp results in the target value determination module 392 providing an output target value 266-270 that is equal to the previous Non-MPC target parameters 390. In the following loops after the first communicated ramp, if the Non-MPC target parameters 390 are not equal to the MPC target values 316-320, the ramp determination module 388 will communicate a ramp value that the target value determination module 392 applies to the Non-MPC target parameters 390. The ramp determination module 388 communicates the ramp value to the target value determination module 392.

The target value determination module 392 receives the MPC target values 316-320, the Non-MPC target parameters 390, and the ramp value from the ramp determination module 388. The target value determination module 392 applies the ramp value to the Non-MPC target parameters 390 and outputs the new values as the target values 266-270. If the ramp value is equal to zero, the target values 266-270 will equal the Non-MPC target parameters 390. If the Non-MPC target parameters 390 are less than the MPC target values 316-320, and the ramp value is equal to, for example, 10%, the target values 266-270 will be 1.10 times the values of the Non-MPC target parameters 390.

If the target values 266-270 remain unequal to the MPC target values, the ramp determination module 388 and the target value determination module 392 continue to provide ramps and apply the ramps to the target values 266-270 from the last loop's target values 266-270 to the MPC target values 316-320 in the following loops until the control module 228 is no longer in a state of transition and the Non-MPC target parameters 390 are within a predetermined range of the MPC target values 316-320. The range may be calibratable such that the predetermined range is unique for different systems. For example only, the predetermined range may be equal to 0-30% difference from the MPC target values 316-320.

If the engine state determination module 376 determines that the state estimator is in the warm start condition, the ramp determination module 388 maintains the previous Non-MPC target parameters 390 as nominal points. The last control requests from the Non-MPC controller are the previous Non-MPC target parameters 390 before the vehicle was shut down. The ramp determination module 388 communicates the previous Non-MPC target parameters 390 to the target value determination module 392.

The ramp determination module 388 also communicates a zero value for the ramp to the target value determination module 392. A zero ramp results in the target value determination module 392 providing an output target value 266-270 that is equal to the previous Non-MPC target parameters 390. In the following loops after the first communicated ramp, if the last control requests are not within the predetermined range from the MPC target values 316-320, the ramp determination module 388 will communicate a ramp value that the target value determination module 392 applies to the Non-MPC target parameters 390.

The target value determination module 392 applies the ramp value to the Non-MPC target parameters 390 and outputs the new value as the target values 266-270. The target values 266-270, which are equal to the Non-MPC target parameters 390, become the previous requests of MPC control, such that the sequence determination module 322, prediction module 324, cost module 332, and selection module 344 generate the next loop's MPC target values 316-320 from the non-MPC, controller requests. The MPC target values 316-320 produced from the requests pass through the transition module 372, are added with a zero ramp, and become target values 266-270. The MPC module 312 continues to operate as described with respect to FIG. 3, and the transition module 372 applies a zero ramp to the MPC target values 316-320 and outputs them as target values 266-270.

Referring now to FIG. 5, a flowchart depicting an example method of transitioning from Non-MPC control to MPC control is presented. Control may begin with 404 where the engine state determination module 376 is active.

At 408, the engine control module 114 determines whether the engine state determination module 376 became active within a time less than a predetermined time threshold. The state estimator 378 may be in cold start mode if the engine state determination module 376 became active within a time less than the predetermined threshold (for example only, one second). If true, the MPC module 312 sets previous MPC requests to 0 at 412.

At 416, the MPC module 312 determines the previous Non-MPC target parameters 390 and communicates the parameters to the transition module 372. The previous Non-MPC target parameters 390 are the target values 266-270 sent from the Non-MPC controller before the vehicle was shut down. The previous Non-MPC target parameters 390 may be stored in the engine control module 114 non-volatile memory.

At 420, the transition module 372 sets the nominal points to the previous Non-MPC target parameters 390. At 424, a zero ramp is applied to the nominal points and target values 266-270 are set equal to the nominal points. The first target values 266-270 sent to control various engine functions will be the last control requests from the Non-MPC controller until MPC control can be established.

At 428, the sequence determination module 322, prediction module 324, cost module 332, and selection module 344 generate new MPC target values 316-320 for the current states of the engine. The cost module 332 determines the costs for the possible sequences. The selection module 344 selects one of the possible sequences of the MPC target values 316-320 based on the costs of the possible sequences. The MPC module 312 determines whether the selected one of the possible sequences satisfies the actuator constraints 348, and may determine, based on the selected possible sequence, a possible sequence that satisfies the actuator constraints 348 and that has the lowest cost.

At 432 the transition module 372 determines whether the target values 266-270 are equal to the MPC target values 316-320. If false, the transition module 372 adjusts the target values 266-270 by a predetermined percentage of the difference between the target values 266-270 and MPC target values 316-320 and sets these new values as the target values 266-270 at 236. The predetermined percentage may be a calibratable value such that the percentage may be adjusted for different applications. For example only, the predetermined percentage may be 10%. The method then returns to 428 and generates new MPC target values.

If true at 432, the target values 266-270 are set equal to the MPC target values 316-320 at 440. At 444, the first conversion module 272 converts the target wastegate opening area 266 into the target duty cycle 274 to be applied to the wastegate 162, the second conversion module 276 converts the target throttle opening area 267 into the target duty cycle 278 to be applied to the throttle valve 112. The third conversion module 280 also converts the target EGR opening area 268 into the target duty cycle 282 to be applied to the EGR valve 170 at 428. The fourth conversion module may also convert the target intake and exhaust cam phaser angles 269 and 270 into the target intake and exhaust duty cycles to be applied to the intake and exhaust cam phasers 148 and 150, respectively.

At 448, the throttle actuator module 116 controls the throttle valve 112 to achieve the target throttle opening area 267, and the phaser actuator module 158 controls the intake and exhaust cam phasers 148 and 150 to achieve the target intake and exhaust cam phaser angles 269 and 270, respectively. For example, the throttle actuator module 116 may apply a signal to the throttle valve 112 at the target duty cycle 278 to achieve the target throttle opening area 267. Also at 448, the EGR actuator module 172 controls the EGR valve 170 to achieve the target EGR opening area 268, and the boost actuator module 164 controls the wastegate 162 to achieve the target wastegate opening area 266. For example, the EGR actuator module 172 may apply a signal to the EGR valve 170 at the target duty cycle 282 to achieve the target EGR opening area 268, and the boost actuator module 164 may apply a signal to the wastegate 162 at the target duty cycle 274 to achieve the target wastegate opening area 266. While FIG. 5 is shown as ending after 432, FIG. 4 may be illustrative of one control loop, and control loops may be executed at a predetermined rate.

If false at 408, the MPC module 312 determines the previous Non-MPC Target Parameters 390 and communicates the parameters 390 to the transition module 372 at 452. The previous Non-MPC Target Parameters 390 are the target values 266-270 sent from the Non-MPC controller before the vehicle was shut down. The previous Non-MPC Target Parameters 390 may be stored in the engine control module 114 non-volatile memory.

At 456, the transition module 372 sets the target values 266-270 to the previous Non-MPC Target Parameters 390. At 460, the transition module 372 sets the previous requests from MPC Control equal to the previous Non-MPC Target Parameters 390. At 464, the sequence determination module 322, prediction module 324, cost module 332, and selection module 344 generate new MPC target values for the current states of the engine using the previous Non-MPC Target Parameters 390 as the previous MPC target values. Once new MPC target values have been generated, the method proceeds to 444 and 448 as previously discussed.

The foregoing description is merely illustrative in nature and is in no way intended to limit the disclosure, its application, or uses. The broad teachings of the disclosure can be implemented in a variety of forms. Therefore, while this disclosure includes particular examples, the true scope of the disclosure should not be so limited since other modifications will become apparent upon a study of the drawings, the specification, and the following claims. As used herein, the phrase at least one of A, B, and C should be construed to mean a logical (A or B or C), using a non-exclusive logical OR. It should be understood that one or more steps within a method may be executed in different order (or concurrently) without altering the principles of the present disclosure.

In this application, including the definitions below, the term module may be replaced with the term circuit. The term module may refer to, be part of, or include an Application Specific Integrated Circuit (ASIC); a digital, analog, or mixed analog/digital discrete circuit; a digital, analog, or mixed analog/digital integrated circuit; a combinational logic circuit; a field programmable gate array (FPGA); a processor (shared, dedicated, or group) that executes code; memory (shared, dedicated, or group) that stores code executed by a processor; other suitable hardware components that provide the described functionality; or a combination of some or all of the above, such as in a system-on-chip.

The term code, as used above, may include software, firmware, and/or microcode, and may refer to programs, routines, functions, classes, and/or objects. The term shared processor encompasses a single processor that executes some or all code from multiple modules. The term group processor encompasses a processor that, in combination with additional processors, executes some or all code from one or more modules. The term shared memory encompasses a single memory that stores some or all code from multiple modules. The term group memory encompasses a memory that, in combination with additional memories, stores some or all code from one or more modules. The term memory may be a subset of the term computer-readable medium. The term computer-readable medium does not encompass transitory electrical and electromagnetic signals propagating through a medium, and may therefore be considered tangible and non-transitory. Non-limiting examples of a non-transitory tangible computer readable medium include nonvolatile memory, volatile memory, magnetic storage, and optical storage.

The apparatuses and methods described in this application may be partially or fully implemented by one or more computer programs executed by one or more processors. The computer programs include processor-executable instructions that are stored on at least one non-transitory tangible computer readable medium. The computer programs may also include and/or rely on stored data. 

What is claimed is:
 1. An engine control system for a vehicle, comprising: a sequence determination module that generates a first set of possible MPC target values and a second set of possible MPC target values; a cost module that determines a first cost for the first set of possible MPC target values and a second cost for the second set of possible MPC target values; a selection module that selects MPC target values from one of the first set of possible MPC target values and the second set of possible MPC target values based on the first cost and the second cost, respectively; and a transition module that receives the MPC target values, compares the MPC target values with a plurality of control requests that control a vehicle, and selects a set of target values ranging from the plurality of control requests to the MPC target values, wherein the set of target values control a plurality of engine functions.
 2. The engine control system of claim 1, further comprising a state determination module having a state estimator.
 3. The engine control system of claim 2, wherein the state estimator is in a cold start state if the state determination module becomes active within a time less than a time threshold and the state estimator is in a warm start state if the state determination module becomes active within a time equal to or greater than the time threshold.
 4. The engine control system of claim 3, further comprising a ramp determination module that sets a plurality of stored previous MPC requests to zero when the state estimator is in the cold start state.
 5. The engine control system of claim 4, wherein the ramp determination module sets the target values equal to the previous control requests.
 6. The engine control system of claim 5, further comprising a target value determination module that ramps the target values from the target values to the MPC target values by increasing or decreasing the target values by a percentage of a difference between the target values and the MPC target values.
 7. The engine control system of claim 3, further comprising a ramp determination module that sets the target values equal to the previous control requests when the state estimator is in the warm start state, wherein the previous control requests are from a Non-MPC controller.
 8. The engine control system of claim 7, further comprising a target value determination module that equates a set of previous MPC control requests with the previous control requests.
 9. The engine control system of claim 8, wherein the sequence determination module uses the set of previous MPC control requests to determine a new first set of possible MPC target values and a new second set of possible MPC target values.
 10. The engine control system of claim 1, further comprising: a prediction model that generates a first predicted engine output torque and a first predicted mass of air per cylinder (APC) based on a model of the engine and the first set of possible MPC target values and that generates a second predicted engine output torque and a second predicted mass of APC based on the model of the engine and the second set of possible MPC target values, wherein the first cost for the first set of possible MPC target values is determined based on a first predetermined weighting value, the first predicted engine output torque, an engine torque request, a second predetermined weighting value, and the first predicted mass of APC, and wherein the second cost for the second set of possible MPC target values is determined based on the first predetermined weighting value, the second predicted engine output torque, the engine torque request, the second predetermined weighting value, and the second predicted mass of APC.
 11. An engine control method for a vehicle, comprising: generating a first set of possible MPC target values and a second set of possible MPC target values; determining a first cost for the first set of possible MPC target values and a second cost for the second set of possible MPC target values; selecting MPC target values from one of the first set of possible MPC target values and the second set of possible MPC target values based on the first cost and the second cost, respectively; comparing the MPC target values with a plurality of control requests that control a vehicle; and selecting a set of target values ranging from the previous control requests to the MPC target values, wherein the set of target values control a plurality of engine functions.
 12. The engine control system of claim 11, further comprising determining a state of a state estimator.
 13. The engine control system of claim 12, wherein the state estimator is in a cold start state if a state determination module becomes active within a time less than a time threshold and the state estimator is in a warm start state if the state determination module becomes active within a time equal to or greater than the time threshold.
 14. The engine control system of claim 13, further comprising setting a plurality of stored previous MPC requests to zero when the state estimator is in a cold start state.
 15. The engine control system of claim 14, further comprising setting the target values equal to the previous control requests, wherein the previous control requests are from a Non-MPC controller.
 16. The engine control system of claim 15, further comprising ramping the target values from the target values to the MPC target values by increasing or decreasing the target values by a percentage of a difference between the target values and the MPC target values.
 17. The engine control system of claim 13, further comprising setting the target values equal to the previous control requests when the state estimator is in the warm restart state, wherein the previous control requests are from a Non-MPC controller.
 18. The engine control system of claim 17, further comprising equating a set of previous MPC control requests with the previous control requests.
 19. The engine control system of claim 18, further comprising determining a new first set of possible MPC target values and a new second set of possible MPC target values from the set of previous MPC control requests.
 20. The engine control system of claim 11, further comprising: determining the first cost for the first set of possible MPC target values based on a first predetermined weighting value, a first predicted engine output torque, an engine torque request, a second predetermined weighting value, and a first predicted mass of APC; determining the second cost for the second set of possible MPC target values based on the first predetermined weighting value, a second predicted engine output torque, the engine torque request, a second predetermined weighting value, and a second predicted mass of APC. 